KR101386756B1 - Load compensating device in railway vehicles - Google Patents

Abstract

A load application device for a railway vehicle is disclosed. The apparatus of the present invention includes a pressure sensor for detecting an air spring pressure according to a vehicle load, an estimator for outputting respective estimated vehicle loads for a plurality of vehicles, a failure of the pressure sensor, and outputting a vehicle load. It includes a detection unit.

Description

Load device of rolling stock {LOAD COMPENSATING DEVICE IN RAILWAY VEHICLES}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a load carrying apparatus, and more particularly, to a load carrying apparatus used in a railway vehicle.

In a railroad vehicle carrying passengers, the weight of each individual vehicle varies according to the passengers getting on and off, and in a freight vehicle carrying cargo, the weight of the vehicle varies according to the amount of cargo. In general, railway vehicles are equipped with a load device for detecting the weight of each individual vehicle according to the load change.

The load device is provided with a pressure sensor for measuring the pressure of the air spring and the air spring, and detects the change of the load by sensing the pressure of the air spring that changes according to the change of the load. The load device acts as a factor in performing commercial braking and emergency braking in connection with the braking system. That is, the air spring of the load device senses the pressure according to the load of the passenger, and is used to calculate the required braking force of the commercial brake system to have a constant deceleration regardless of the load of the passenger using the sensed air pressure, or The load valve may also be operated in conjunction with the emergency braking system.

1 is a configuration diagram of a conventional load carrying apparatus.

As shown in the figure, when the load of the vehicle changes according to the getting on and off of the passenger, the pressure sensor 110 measures the pressure of the air spring to measure the changed load of the vehicle. When the pressure according to the change of the vehicle load is received through the pressure sensor 110, the load conversion unit 120 compares it with the tolerance limit and the full limit.

If the air spring pressure is between the tolerance limit and the full limit, it is provided as a braking action device to be used to calculate the required braking force of the commercial braking device or to implement the emergency braking force of the emergency braking device.

In the conventional load-bearing apparatus 100 as described above, in preparation for a failure of the pressure sensor 110, a tolerance guarantee and a full guarantee are performed. For example, when the detected air spring pressure is 90% or less of the air spring pressure at the tolerance, the output is 90% of the tolerance, and when the air spring pressure is 120% or more of the air spring pressure at the full load, the output is 120% of the full load. do. As such, the conventional load-bearing device 100 ensures a limit value such as a tolerance limit or a full limit when the pressure sensor 110 fails.

However, this type of vehicle is not able to reflect the actual weight of the vehicle when calculating the required braking force in the case of a failure in the load device or a bias error when measuring the pressure sensor value. Since the same deceleration is not reflected, there is a problem that can not reflect the required braking force. Accordingly, there is a problem in that a smooth braking is difficult or a braking distance is long because a necessary braking force is not obtained.

The technical problem to be solved by the present invention is to provide a railway vehicle load device to detect the failure of the load device of the railway vehicle to obtain the required braking force according to the change of the load.

In addition, another technical problem to be solved by the present invention is to provide a railway vehicle load device to supply the appropriate load value to the railway vehicle device even when the load device failure.

In order to solve the above technical problem, the load device of a railway vehicle including a plurality of vehicles of the present invention, the pressure sensor for detecting the air spring pressure according to the vehicle load; A first estimating unit configured to receive the speed of the railway vehicle, the acceleration of each of the plurality of vehicles, and the driving force of each of the plurality of vehicles, estimate each vehicle load for the plurality of vehicles, and output an estimated vehicle load; A detection unit for receiving the air spring pressure and the estimated vehicle load, detecting a failure of the load device caused by the failure of the pressure sensor, and outputting a vehicle load; And a first converter converting the vehicle load received from the detector into a load signal.

In one embodiment of the present invention, the first estimation unit, the modeling unit for receiving the speed of the railway vehicle, the acceleration of each of the plurality of vehicles and the driving force of each of the plurality of vehicles, to model the railway vehicle dynamically ; And a second estimating unit estimating vehicle loads of the plurality of vehicles using dynamic modeling modeled by the modeling unit.

In one embodiment of the present invention, the modeling unit, the sum of the product of the mass of the plurality of vehicles and the acceleration of each vehicle, the gradient resistance of each vehicle, the running resistance of each vehicle and the curve of each vehicle in the driving force of each vehicle It is preferable to model so that resistance may be subtracted.

In one embodiment of the present invention, the modeling unit, it is preferable that the railway vehicle models the railway vehicle by driving a straight section.

In one embodiment of the present invention, it is preferable that the modeling unit models the frictional resistance coefficient and the air resistance coefficient of the running resistance as constants.

In one embodiment of the present invention, the modeling unit, it is preferable that the plurality of vehicles are modeled as having the same line gradient.

In one embodiment of the present invention, the modeling unit summarizes the dynamic modeling in a session form, and the estimating unit estimates the vehicle loads of the plurality of vehicles using a least square method from a model organized by the modeling unit in a session form. It is desirable to.

In one embodiment of the present invention, the modeling unit organizes the dynamic modeling in a regression form, and the estimating unit uses the least square method of estimating disturbance and compensating it from a model organized by the remodeling form. It is desirable to estimate the vehicle load of the vehicle.

In one embodiment of the present invention, the detection unit, the second conversion unit for measuring the air spring pressure and converting it into a vehicle load (measured vehicle load); A generation unit for generating a residual for determining a failure of the pressure sensor / loading device from the measured vehicle load and the estimated vehicle load; A determination unit for determining a failure of the pressure sensor / loading device when the residual is less than or equal to a predetermined value; A selection unit for selecting and outputting any one of the measured vehicle load and the estimated vehicle load by the determination unit; And a third converting unit converting the vehicle load selected by the selecting unit into a pressure signal and outputting the converted pressure signal.

In one embodiment of the present invention, the residual generated by the generator is an absolute value of the sensor failure signal of the pressure sensor, it is preferably defined as a function of the measured vehicle load and the estimated vehicle load.

In one embodiment of the present invention, when the determination unit determines the failure of the pressure sensor / load device, it is preferable to select and output the estimated vehicle load.

In one embodiment of the invention, the selection unit, when the determination unit is determined that the pressure sensor / load device is normal, it is preferable to select and output the measurement vehicle load.

The present invention as described above, because it can detect the failure of the load device mounted on each vehicle, to prevent the error that may be caused by the failure of the load device when calculating the required braking force in the commercial braking device, It is effective to prevent excessive or insufficient braking force in advance.

In addition, the present invention can detect the failure of the load device mounted on each vehicle more precisely in real time, so that the bias error may occur before the load device breaks completely or when pressure measurement is performed using a pressure sensor. There is an effect to detect the abnormal phenomenon of the load device in advance.

In addition, the present invention allows the vehicle device to generate a suitable braking force by outputting the estimated vehicle load instead of outputting the full load limit or tolerance limit in case of failure of the load device, so that an appropriate braking force can be supplied, There is an effect to improve the ride feeling that the passenger feels.

1 is a configuration diagram of a conventional load carrying apparatus.
Figure 2 is a configuration diagram of an embodiment of the load device of the railway vehicle according to the present invention.
3 is a detailed configuration diagram of an embodiment of the failure detection unit of FIG. 2.
4 is a detailed configuration diagram of an embodiment of the vehicle load estimating unit of FIG. 2.
FIG. 5 is an exemplary view of a multi-vehicle train modeled by the modeling unit of FIG. 4.
6 is a detailed block diagram of an embodiment of the estimator of FIG. 4.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that the invention is not intended to be limited to the particular embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

Terms including ordinals such as first, second, etc. may be used to describe various elements, but the elements are not limited by such terms. These terms are used only to distinguish one component from another.

When an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may be present in between . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this application, the terms "comprises", "having", and the like are used to specify that a feature, a number, a step, an operation, an element, a component, or a combination thereof, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

Figure 2 is a configuration diagram of an embodiment of the load device of the railway vehicle according to the present invention.

As shown in the figure, the load device of the railway vehicle according to the present invention includes a pressure sensor 10, the vehicle load estimating unit 20, the failure detection unit 30 and the load conversion unit 40.

The pressure sensor 10 detects the pressure of the air spring according to the vehicle load.

The vehicle load estimating unit 20 receives the speed, acceleration, and driving force of the vehicle from a sensor (not shown) mounted on the vehicle, and uses each of the vehicle load estimating unit 20 to include the weight of the passenger or currently loaded cargo. Estimate the load on the individual vehicle. The vehicle load estimator 20 of the present invention uses a dynamic model of the vehicle to estimate the load of the vehicle, which will be described later.

The failure detection unit 30 receives the pressure of the air spring that changes according to the load of the vehicle from the pressure sensor 10, receives the estimated vehicle load from the vehicle load estimating unit 20, and compares the pressure sensor 10 by comparing them. And determination of the load device. In addition, when the failure detection unit 30 determines the failure, the vehicle load estimation unit 20 provides the vehicle load estimated by the load conversion unit 40.

The load converter 40 compares the load signal, which is an electrical signal, with a tolerance limit and a full limit, and transmits a value therebetween to a braking mechanism (not shown).

Hereinafter, each component will be described in detail.

3 is a detailed configuration diagram of an embodiment of the failure detection unit of FIG. 2.

As shown in the figure, the failure detection unit 30 of the load device according to the present invention includes a pressure-load conversion unit 31, a residual generating unit 32, a failure determination unit 33, and a load applied. And a selector 34 and a load-to-pressure converter 35.

The pressure-load converter 31 converts the pressure of the air spring measured by the pressure sensor 10 into a corresponding load. That is, the pressure-load converter 31 outputs the measured vehicle load (hereinafter referred to as 'measured vehicle load').

The residual generator 32 receives the measured vehicle load and the estimated vehicle load, compares them, and generates a residual to determine whether there is a failure based on the difference.

The failure determining unit 33 receives the residual to determine whether the pressure sensor 10 has failed.

The load selector 34 selects either the estimated vehicle load or the measured vehicle load in accordance with the determination of the failure determination unit 33. That is, when the failure determination unit 33 determines that the pressure sensor 10 or the load device has failed and informs the load selection unit 34, the load selection unit 34 selects the estimated vehicle load. In addition, when the failure determining unit 33 determines that the pressure sensor 10 or the load device has not failed and informs the load selection unit, the load selection unit 34 may select the measurement vehicle load.

The load-pressure converting unit 35 converts the selected vehicle load into a current signal corresponding to the pressure and transmits the same to the braking device.

4 is a detailed configuration diagram of an embodiment of the vehicle load estimating unit of FIG. 2.

As shown in the figure, the vehicle load estimating unit 20 of the load device according to the present invention includes a modeling unit 21, an estimating unit 22, and a storage unit 23.

The modeling unit 21 models a multi-vehicle train. FIG. 5 is an exemplary view of a multi-vehicle train modeled by the modeling unit of FIG. 4. In the figure, m _n is the mass of the nth vehicle 50-n, a _n is the acceleration of the nth vehicle 50-n, v _n is the speed of the nth vehicle 50-n, F _{t (n)} Is the traction or braking force of the nth vehicle 50-n, F _{r (n)} is the running resistance of the nth vehicle 50-n, and Fg (n) is the nth vehicle 50 The gradient resistance and F _{c (n)} of -n ₎ are the curved resistances of the nth vehicle 50-n. K _{n -1} is a spring coefficient of the coupler 51-(n-1) between the n th vehicle 50-n and the n-1 th vehicle 50-(n-1), and c _{n − 1} is the damping coefficient of the coupler 51- (n-1) between the nth vehicle 50-n and the n-1th vehicle 50- (n-1).

The dynamic model of the multi-vehicle train is represented by Equation 1 for the first vehicle 50-1, as shown in Equation 2 for the i-th vehicle 50-i, and as shown in Equation 2 for the last vehicle 50-n. Can be modeled as shown in 3.

As shown in FIG. 5, each vehicle 50 is connected to a coupler 51, and each coupler 51-1 to 51-(n-1) can be modeled as a spring damper system without mass.

In addition, the modeling unit 21 may model the running resistance and the gradient resistance as follows.

및

는 i번째 차량에서 마찰에 의한 저항과 관계되는 상수이고,

는 i번째 차량에서 공기저항과 관계되는 상수로서, 실험에 의해 구할 수 있다.

는 i번째 차량에서 각 차량이 위치하는 선로구배(경사각)이다.
At this time,

And

Is a constant related to the resistance to friction in the i vehicle,

Is the constant related to the air resistance in the i-th vehicle and can be obtained by experiment.

Is the track slope (inclined angle) at which each vehicle is located in the i th vehicle.

In order to estimate the mass and track gradient of each vehicle, the vehicle load estimator 20 of the present invention assumes the following several conditions.

First, estimation of the estimation unit 22 is performed in the initial acceleration section after the vehicle starts at the station. In general, since mass changes occur only before and after the train arrives, it is reasonable to estimate the mass of the vehicle in the initial acceleration section after leaving the station.

Second, the mass and track slope are estimated while the vehicle travels straight ahead. That is, the estimation is performed only in a section in which the lateral acceleration of the vehicle is very small. In this straight section, the curve resistance of the vehicle can be neglected, which makes the vehicle dynamics model simpler and has the advantage of not having to store a database of the curvature of the track.

및

) 및 공기저항계수(

)는 실험에 의해 결정되는 것으로서, 크게 변하지 않으므로, 상수로 가정한다.Third, the frictional resistance coefficient related to the running resistance of the vehicle (

And

) And air resistance coefficient (

) Is determined by an experiment and does not change significantly, so it is assumed to be a constant.

Fourth, it is assumed that each vehicle travels on a track having the same track slope. That is, it is assumed that each vehicle runs on a track having the same gradient. It is reasonable to make this assumption because the slope of the track does not change significantly over time.

Fifth, it is assumed that the speed of each vehicle is substantially the same. That is, the value measured by the speedometer (not shown) attached to the head of a train is made into the speed of each vehicle. This is because each vehicle 50 is connected to the coupler 51, and the speeds of the respective vehicles are almost the same.

Based on the above assumptions, adding equations (1) to (3) removes all terms related to the spring coefficient and terms related to damping coefficient, and combining equations (4) and (5) to reflect the assumptions given above It can be expressed as Equation 6.

In Equation 6 above, v is the speed of the entire train received from a speedometer (not shown) mounted at the head of the train, and θ is the line gradient (inclined angle) at which the train is located.

The modeling unit 21 arranges the equation (6) into a regression form as shown in equation (7) in order to estimate the mass and the line gradient of each vehicle.

Here, Y, Φ and Θ are defined as in Equations 8 to 10 below.

Propulsion is received from the propulsion system of the train (not shown), the acceleration of each vehicle is received from the accelerometer (not shown) provided to each vehicle, and the speed of the vehicle is received from the speedometer (not shown) provided at the head of the train. Therefore, using this, in equation (7), only the mass and track gradient of each vehicle become unknown information.

The estimating unit 22 of the vehicle load estimating unit 20 of the present invention estimates the mass and track gradient of each vehicle using the model modeled by the modeling unit 21. This will be described with reference to the drawings.

6 is a detailed block diagram of an embodiment of the estimator of FIG. 4. As shown in the figure, the estimating unit 22 of the present invention includes a parameter estimating unit 61 and a disturbance estimating unit 62.

The estimator 22 of the present invention adds a disturbance to the vehicle model of Equation 7 and expresses it as follows. This is to improve the robustness of the estimation.

The disturbance term (η) of Equation 11 may be defined as a disturbance existing in the system, and includes a modeling error or sensor noise. In the present invention, in order to prevent the degradation of the estimation performance due to the disturbance, the disturbance estimating unit 62 which estimates the disturbance and compensates for it is introduced. In addition, the parameter estimator 61 estimates a parameter using, for example, a recursive least square method.

The disturbance estimator 62 includes a disturbance observer that estimates the disturbance based on the dynamic model of the system and the measured values of the system when the disturbance exists in the system, and compensates the disturbance using the estimated value. When there is a modeling error or disturbance in the system, the robustness in parameter estimation is improved by minimizing the influence of disturbance in estimating the parameter by the least square method performed by the parameter estimator 61.

When the disturbance is estimated by the disturbance estimating unit 62, the parameter estimation by the least square method of the parameter estimating unit 61 includes a Q-filter and is summarized as follows.

및

는 파라미터 추정부(61)에 의해 추정된 벡터형식의 파라미터 및 외란추정부(62)에 의해 추정된 외란이다. 또한,

로 정의된다. 그리고,

는 저주파대역 통과필터(Low Pass Filter)의 특성을 가지는 Q-필터이며, 외란의 특성, 샘플링 시간 등 특성을 고려하여 설계할 수 있다.here,

And

Are the parameters of the vector format estimated by the parameter estimating unit 61 and the disturbance estimated by the disturbance estimating unit 62. Also,

. And,

Is a Q-filter having the characteristics of a low pass filter, and can be designed in consideration of characteristics of disturbance, sampling time, and the like.

That is, the vector format parameter estimated by the parameter estimating unit 61 may be expressed as follows.

,

, …,

,

은 각 차량의 추정질량이고,

는 추정된 선로구배(경사각)이다. 따라서, 각 차량의 추정질량과 추정된 선로구배는 다음과 같이 계산할 수 있다.here,

,

, ... ,

,

Is the estimated mass of each vehicle,

Is the estimated line slope. Therefore, the estimated mass and estimated track gradient of each vehicle can be calculated as follows.

In FIG. 4, the storage unit 23 stores the mass and track gradient of each vehicle estimated by the estimator 22. The storage unit 23 may store the mass and the line gradient of each vehicle estimated while starting each station as a database. For example, the storage unit 23 may separately store the mass and the line gradient at each station.

In the present invention, as a method of estimating the parameter of the parameter estimating unit 61, a least square method for estimating and compensating for disturbance is used, but the present invention is not limited thereto, and the parameter is estimated using the least square method without estimating disturbance. It is also possible to estimate. In addition, it is apparent to those skilled in the art that the present invention is not limited to the least square method and other parameter estimation techniques may be used.

In this way, the vehicle load (estimated vehicle load) estimated by the vehicle load estimating unit 20 is provided to the failure detecting unit 30. The failure detection unit 30 receives the air spring pressure from the pressure sensor 10 in addition to the estimated vehicle load. Referring to Figure 3, the detailed operation of the failure detection unit 30 will be described.

The pressure-load conversion unit 31 converts the air spring pressure detected by the pressure sensor 10 into a corresponding load (measured vehicle load).

The residual generator 32 receives the vehicle load estimated by the vehicle load estimator 20 and the measured vehicle load converted by the pressure-load converter 31 to detect failure of the load device in each vehicle. The failure of the pressure sensor 10 is defined as a function of the measured vehicle load and the estimated vehicle load as shown in Equation 18 below.

는 i번째 차량의 측정 차량하중이고,

는 i번째 차량의 추정 차량하중이다.

는 i번째 차량에서 응하중 고장을 검지하기 위한 센서고장신호(sensor fault)이다. 따라서, 레지듀얼 생성부(32)는 센서의 고장을 판단하기 위한 레지듀얼을 다음과 같이 계산할 수 있다.Where i is any number from 1 to n,

Is the measured vehicle load of the i vehicle

Is the estimated vehicle load of the i-th vehicle.

Is a sensor fault signal for detecting a load fault in the i-th vehicle. Accordingly, the residual generator 32 may calculate the residual for determining a failure of the sensor as follows.

는 i번째 차량의 응하중 장치의 고장검지를 위한 레지듀얼이며, 센서고장신호에 대한 절대치로 정의한다. 수학식 19에서 보이는 것처럼, 레지듀얼은 추정하중과 차량하중의 비에 의해 결정된다. 즉, 추정 차량하중과 측정 차량하중의 함수로 표현된 레지듀얼을 근거로 압력센서의 고장을 판단할 수 있다. 이와 같이 정의된 레지듀얼을 이용하여, 고장결정부(33)가 압력센서(10)의 고장판단을 수행한다.here,

Is the residual for fault detection of the load device of the i-th vehicle and is defined as the absolute value of the sensor failure signal. As shown in Equation 19, the residual is determined by the ratio of the estimated load and the vehicle load. That is, the failure of the pressure sensor can be determined based on the residual expressed as a function of the estimated vehicle load and the measured vehicle load. Using the residual defined as described above, the failure determination unit 33 performs the failure determination of the pressure sensor 10.

That is, the failure determining unit 33 determines that the residual generated by the residual generating unit 32 is less than or equal to the predetermined setting value, and determines that the pressure sensor 10 is malfunctioning if the residual generating unit 32 is less than or equal to the setting value.

이면 응하중 장치(압력센서)가 정상인 것으로 결정하며, 그 외의 경우(

)에는 응하중 장치가 고장인 것으로 결정한다. 이때, δ는 고장을 판단하기 위해 사용자가 미리 설정하는 설정값(threshold)이며, 차량하중 추정부(20)의 추정 차량하중의 수렴범위 및 응하중 장치의 센서신호의 특성 및 차량의 특성에 의해 미리 결정될 수 있다.In other words,

If it is, the load device (pressure sensor) is determined to be normal, otherwise (

) Determines that the load device is faulty. In this case, δ is a predetermined threshold set by the user in order to determine a failure, and is determined by the convergence range of the estimated vehicle load of the vehicle load estimator 20 and the characteristics of the sensor signal of the load device and the characteristics of the vehicle. Can be predetermined.

The load selector 34 selects and outputs any one of the measured vehicle load and the estimated vehicle load according to the failure determination unit 33 determining the failure of the pressure sensor 10. In the case of a conventional load device, when the pressure sensor breaks down, it copes with a method of guaranteeing a tolerance limit and a full limit. However, this method supplies a braking device with a value different from the actual load of the vehicle, thereby reducing braking performance. There was a problem letting. In addition, even if the value measured from the pressure sensor is between the tolerance limit and the full limit, the bias error that may occur in the measurement has a problem causing performance degradation because it outputs a load different from the actual load.

Therefore, in the load device of the present invention, one of the estimated vehicle load and the measured vehicle load is selected and output based on the determination of the failure determination unit 33.

Specifically, when the failure determination unit 33 determines that there is no failure of the pressure sensor 10, the load selection unit 34 selects and outputs the measured vehicle load, and the failure determination unit 33 selects the pressure sensor. When it is determined that there is a failure of (10), the load selection section 34 selects and outputs the estimated vehicle load.

In addition, when a failure is determined, the failure determination unit 33 may notify the load selection unit 34 and notify the user that a failure has occurred in the load device. To this end, it may further include a display unit (not shown). Alternatively, the failure determination unit 33 may transmit a signal indicating that a failure has occurred to the server through the network. In this regard, as it is well known to those skilled in the art, detailed description thereof will be omitted.

The load-pressure converting section 35 converts the vehicle load selected by the load selecting section 34 into a pressure signal and outputs it. This is provided as a braking action device as described above.

The present invention relates to the failure detection of the load device for measuring the vehicle load from the pressure change of the air spring that changes with the vehicle load. The load device of the present invention detects a failure of the load device by using the estimated vehicle load estimated based on the measured vehicle load and the dynamic model of the vehicle.

According to the present invention, it is possible to detect a failure of the load device mounted on each vehicle, thereby preventing an error that may be caused by the failure of the load device when calculating the required braking force in a commercial braking device. As a result, excessive or insufficient braking force can be prevented in advance.

Further, according to the present invention, since the failure of the load device mounted on each vehicle can be detected more precisely in real time, the abnormal phenomenon of the load device can be detected in advance before the load device completely fails.

In addition, the present invention outputs the estimated vehicle load instead of outputting the full load limit or tolerance limit in case of failure of the load device, allowing the vehicle device to generate a suitable braking force. As a result, an appropriate braking force is supplied, so that the riding comfort felt by the passenger can be improved.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. Accordingly, the true scope of the present invention should be determined by the following claims.

10: pressure sensor 20: vehicle load estimation unit
21: modeling unit 22: estimating unit
23: storage unit 30: fault detection unit
31: pressure-load converter 32: residual generator
33: failure determination section 34: load selection section
35: load-pressure converter 61: parameter estimation unit
62: Disturbance

Claims (12)

In the load device of a railway vehicle including a plurality of vehicles,
A pressure sensor for detecting an air spring pressure according to the vehicle load;
A first estimating unit configured to receive the speed of the railway vehicle, the acceleration of each of the plurality of vehicles, and the driving force of each of the plurality of vehicles, estimate each vehicle load for the plurality of vehicles, and output an estimated vehicle load;
A detection unit for receiving the air spring pressure and the estimated vehicle load, detecting a failure of the load device caused by the failure of the pressure sensor, and outputting a vehicle load; And
And a first converter configured to convert the vehicle load received from the detector into a load signal.
The method of claim 1, wherein the first estimation unit,
A modeling unit that receives the speed of the railroad vehicle, the acceleration of each of the plurality of vehicles, and the driving force of each of the plurality of vehicles, and dynamically model the railroad vehicle; And
And a second estimating unit for estimating vehicle loads of the plurality of vehicles by using dynamic modeling modeled by the modeling unit.
The method of claim 2, wherein the modeling unit,
And a sum of the product of the masses of the plurality of vehicles and the acceleration of each vehicle is modeled such that the gradient resistance of each vehicle, the running resistance of each vehicle, and the curve resistance of each vehicle are subtracted from the propulsion force of each vehicle.
The method of claim 3, wherein the modeling unit,
A load device for modeling the railway vehicle by traveling in the straight section of the railway vehicle.
The method of claim 3, wherein the modeling unit,
A load device for modeling the frictional resistance coefficient and the air resistance coefficient of the running resistance as constants.
The method of claim 3, wherein the modeling unit,
A load device for modeling the plurality of vehicles as having the same track slope.
The apparatus of claim 3, wherein the modeling unit organizes the dynamic modeling into a regression form, and the estimating unit estimates the vehicle loads of the plurality of vehicles using a least square method from a model arranged by the modeling unit in a regression form. Load device.
The plurality of vehicles of claim 2, wherein the modeling unit organizes the dynamic modeling in a regression form, and the estimating unit uses a least square method for estimating and correcting disturbances from a model organized by the modeling unit in a regression form. A load device for estimating the vehicle load of a car.
The method of claim 1, wherein the detection unit,
A second converting unit measuring the air spring pressure and converting the air spring pressure into a vehicle load (measured vehicle load);
A generation unit for generating a residual for determining a failure of the pressure sensor or the load device from the measured vehicle load and the estimated vehicle load;
A determination unit for determining a failure of the pressure sensor or the load device when the residual is less than a predetermined value;
A selection unit for selecting and outputting any one of the measured vehicle load and the estimated vehicle load by the determination unit; And
And a third converting unit converting the vehicle load selected by the selecting unit into a pressure signal and outputting the converted pressure signal.
The load device according to claim 9, wherein the residual generated by the generator is an absolute value of a sensor failure signal of the pressure sensor and is defined as a function of a measured vehicle load and an estimated vehicle load.
The method of claim 9, wherein the selection unit,
And the determining unit selects and outputs the estimated vehicle load when the determining unit determines a failure of the pressure sensor or the load device.
The method of claim 9, wherein the selection unit,
And the determining unit selects and outputs the measured vehicle load when the pressure sensor or the load applying device is determined to be normal.

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